BRAKING DEVICE FOR A BINDING FOR A GLIDING BOARD

Abstract

A braking device for a gliding board, such as a ski, that includes a plate adapted to be fixed on an upper surface of the gliding board; two braking arms movable between a gliding position and a braking position; and two flanges, each guiding a braking arm. Each flange is rotationally movable in relation to the plate about separate axes of rotation.

Description

CROSS-REFERENCE TO RELATED APPLICATION

This application is based upon French patent application No. 11/02757, filed Sep. 12, 2011, the disclosure of which is hereby incorporated by reference thereto in its entirety, and the priority of which is claimed under 35 U.S.C. §119.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a braking device for a binding for a gliding board, such as a ski or a monoski.

2. Background Information

Conventionally, a ski binding includes a front portion, engaged by the front of a ski boot, and a rear portion, engaged by the heel. Vertical pressure engages the heel of the boot into the rear portion of the binding, which then retains the boot.

The rear portion of the ski binding generally incorporates a braking device comprising two lateral braking arms. A return mechanism tends to maintain the arms in an active braking position, in which the arms are inclined in relation to the sliding surface of the ski, or ski sole, and extending downward from the ski to engage the ground or snow. When the rear portion of the binding engages the heel of the ski boot, the arms rise above the ski sole, in a gliding position.

In this gliding position, the braking arms should not be spaced too far apart from the longitudinal edges of the ski, in order not to interfere with the gliding of the ski. Indeed, the ski tilts in curves and the braking arm located inside the curvature can come into contact with the snow, thereby slowing the ski. Therefore, the braking devices often incorporate a mechanism which, in the gliding position, brings the ends of the arms closer to one another, above the ski and in the direction of the longitudinal median plane of the ski.

The width of skis varies from one model to another, particularly in the central portion of the ski, on which the binding incorporating the braking device is mounted. Similarly, for the same ski model, the ski width can vary depending upon its length. Therefore, ski manufacturers must provide braking devices of various widths, adapted to each ski model and length, which is expensive and makes it difficult to manage stocks, for ski manufacturers, retailers and renters alike.

The patent document EP 1 731 202 A1, and family member U.S. Pat. No. 7,819,418 B2, disclose a braking device of adjustable width solving the aforementioned problem, in which the unitary, single-piece braking arms are each connected to a notched adjusting element that cooperates with a base of the braking device. Due to the notched adjusting elements, the distance between the arms is adjustable, thereby making it possible to mount the braking device on skis of various widths. This document describes a first embodiment in which the notched adjusting elements move in lateral translation.

In a particular alternative embodiment described in column 5, lines 47 to 52, of EP '202, and in column 4, lines 51-57, of U.S. Pat. No. '418, a solution is described in which the adjusting elements rotate in relation to the base about a vertical axis perpendicular to the ski. This embodiment is not described in detail, and no particular problem related to this embodiment is discussed.

The relative angle between the two adjusting elements has a direct influence on the relative angle between the two braking arms, because the arms are connected to the adjusting elements. By rotating about the same central vertical axis, the two adjusting elements define a relatively large opening angle, regardless of the width of the ski. This translates into an equally large opening angle of the two braking arms. However, the larger the opening angle of the two braking arms, the greater the spacing of the ends of the arms, in the braking position. Thus, when the braking arms are spaced apart to adapt to a wide ski, the opening angle of the braking is relatively large.

This alternative embodiment has several drawbacks due to the rotation of the adjusting elements about the same vertical axis. Indeed, the opening angle of the braking arms hinders the storage, sole-against-sole, of the skis, because the braking arms, when defining a large opening angle, do not properly maintain the skis against one another, in relation to arms oriented parallel to the ski. The ski equipped with this braking device is relatively bulky transversely, that is to say, perpendicular to the length of the ski. Furthermore, the lateral protrusion of the ends of the arms can cause injuries.

Furthermore, for a proper operation of this braking device, the kinematics about a single central axis involves a taxing space requirement of the braking device: the device is thick, as the two adjusting elements are caused to overlap one another in a direction perpendicular to the ski. This overlap causes friction which results in wear on the adjusting elements. The device must also be long and wide due to the kinematics requiring a large range of movement to enable the arms to extend around the longitudinal edges of the ski. Moreover, the braking characteristics can vary significantly between two extreme width adjustment configurations of the device.

The present invention more particularly overcomes the aforementioned drawbacks.

SUMMARY

The invention provides a braking device for gliding board of adjustable width, which is compact and easy to handle.

The invention further provides a braking device having a small opening angle for the braking arms in the braking position. This makes it possible to have relatively consistent braking characteristics, irrespective of the adjustment of the spacing of the braking arms.

To this end, the invention provides a braking device for gliding board, comprising:

• • a plate adapted to be fixed on an upper surface of the gliding board,
  • two braking arms movable between a gliding position and a braking position, and
  • two flanges each guiding a braking arm.

According to the invention, the flanges are rotationally movable in relation to the plate, about axes of rotation that are separate from one another.

According to the invention, the spacing of the braking arms is achieved by adjusting the angular spacing of each flange about a distinct axis of rotation, that is to say that the axes of rotation are not aligned. Each flange thus has its own axis of rotation, which substantially reduces the space requirement of the device. The overlap of the flanges is thus avoided, thereby reducing the thickness of the device. The opening angle between the distal portions of the arms is reduced. The braking device of the invention is thus adaptable to gliding boards of various widths, while optimizing the braking characteristics, regardless of the spacing position of the arms.

According to advantageous but not essential aspects of the invention, such a braking device can incorporate one or more of the following characteristics, taken in any technically permissible combination:

• • the axes of rotation of the flanges are substantially perpendicular to the upper surface of the gliding board, in the assembled configuration of the braking device on the gliding board;
  • the device includes a removable assembly element, for the rotational locking of the flanges in relation to the plate, in at least one assembly position;
  • the braking arms are guided by the flanges so that the distance between the proximal ends of the braking portions of the arms in the braking position, measured perpendicular to a longitudinal median plane of the braking device, varies as a function of the angular position of the flanges around their respective axes of rotation;
  • the flanges are coplanar blades;
  • the assembly element includes at least two first indexing mechanisms capable of cooperating respectively with at least one first complementary indexing mechanism arranged on each flange when the braking device is in the assembled configuration;
  • the assembly element includes at least one second indexing mechanism capable of cooperating with at least one second complementary indexing mechanism arranged on the plate when the braking device is in the assembled configuration;
  • one flange comprises a tooth and the other flange comprises a notch, the tooth cooperating with the notch when the braking device is assembled so that rotation in one direction of a flange about its axis of rotation causes rotation in the opposite direction of the other flange about its axis of rotation;
  • the assembly element comprises at least two lateral stop surfaces arranged on both sides of its center line, and each flange comprises at least one abutment surface arranged to be opposite a lateral stop surface in at least one assembly position of the assembly element;
  • in an assembly position of the assembly element, a lateral stop surface and an abutment surface of the corresponding flange generally are substantially in contact.

According to the invention, the spacing of the braking arms is achieved by adjusting the angular spacing of the blades using the assembly element. Adjusting the spacing of the arms is easy and intuitive.

BRIEF DESCRIPTION OF DRAWINGS

The invention will be better understood, and other advantages thereof will become more apparent from the following description of a braking device according to the invention, given only by way of example and with reference to the annexed drawings, in which:

FIG. 1 is an exploded perspective view of a braking device according to the invention;

FIGS. 2 and 3 are side views of the device of FIG. 1, in the braking position and the gliding position, respectively;

FIGS. 4 and 5 are top and bottom views of the device of FIG. 1, in a minimum spacing configuration of the braking arms of the device, and

FIGS. 6 and 7 are bottom views of the device of FIG. 1, in the intermediate and the maximum spacing configurations, respectively, of the braking arms.

DETAILED DESCRIPTION

FIGS. 1-7 illustrate a braking device 1 comprising a plate 2 fixed to a ski 10 shown partially, two flanges 3a and 3b rotationally movable in relation to the plate 2, two braking arms 4a and 4b mounted to freely translate transversely and rotate on the flanges 3a and 3b, a heel piece 8 for supporting the heel of a ski boot, not shown, and a conventional drive device 9 for actuating of the device 1.

In the assembled configuration, the device 1 is symmetrical with respect to a longitudinal median plane P of the ski 10.

The elements designated by a reference numeral followed by the character “a” are located in the background of FIG. 1, in relation to the plane P, that is to say, toward the flange 3a and the braking arm 4a. Conversely, the elements designated by a reference numeral followed by the character “b” are located on the other side of the plane P, that is to say, in the foreground of FIG. 1, in relation to the plane P, toward the flange 3b and the braking arm 4b.

The ski 10 is demarcated by an upper surface 11, on which the braking device 1 is to be fixed, and by a sole 12, including a gliding surface, opposite the upper surface 11 and in contact with the snow during use of the ski 10. The lateral surfaces 13 of the ski 10 extend upwardly and can be generally parallel to the plane P. When the ski 10 is parabolic, the surfaces 13 are slightly curved.

The plate 2 and heel piece 8 are stationary in relation to the ski 10. For example, screws, not shown, can be used to fix the heel piece 8 to the plate 2 and the plate 2 to the ski 10.

The description takes into account that the terms “upper”, “above,” and “top” refer to a direction Z-Z′ perpendicular to the upper surface 11 of the ski 10 and extending from the sole 12 to the upper surface 11, that is to say, a direction towards the upper portion of FIGS. 1 to 3, whereas the terms “lower”, “below,” and “bottom” refer to an opposite direction. When the sole 12 of the ski 10 is laid on a horizontal flat surface, the axis Z-Z′ is vertical and the upper elements are higher than the lower elements.

In this example, the two flanges 3a and 3b form flat, thin blades that are parallel to the upper surface 11 of the ski. The term “thin” is intended to refer to a thickness at least five times less than the width of the blade. The term “blades” designates the flanges 3a and 3b. The flanges are not necessarily flat blades. The advantage of using thin blades is mainly to reduce the space requirement and, more particularly, to significantly reduce the thickness of the device along the direction Z-Z′.

The term “longitudinal” is used to designate a direction substantially parallel to the length of the ski 10, and the term “transverse” is used to designate a direction substantially perpendicular to the longitudinal direction; in other words, along the direction of the width of the ski 10.

In the present description, the term “proximal” designates the elements of the arms 4a and 4b that are closer to the drive device 9. These elements therefore correspond to the “upper” elements of the arms 4a and 4b. Conversely, the “distal” elements are closer to an end 49 of the arms 4a and 4b adapted to engage the snow in the braking position. These elements therefore correspond to the “lower” elements of the arms 4a and 4b.

Two longitudinal lateral slots 21a and 21b are provided in the plate 2 and are separated by a central strip 22 parallel to and centered on the plane P. The strip 22 is slightly raised in relation to the remainder of the plate 2, and a projecting pin 23 extends downward from the central strip 22 towards the ski 10, along a vertical direction, i.e., along a direction perpendicular to the upper surface 11 of the ski when the plate is fixed to the ski.

The arms 4a and 4b are symmetrical to one another, in relation to the plane P. The arms each comprise a cylindrical metal rod 43, and an anchoring element 42, made of a plastic material are fitted to the distal end 49 of the rod 43.

The arms 4a and 4b are movable in relation to the blades 3a and 3b, between a braking position, shown in FIG. 2, and a gliding position, shown in FIG. 3.

The arms 4a and 4b each include a distal braking portion 41, which is anchored in the snow when the device 1 is in the braking position, an angled drive portion 45 cooperating with the drive device 9, and a rectilinear and transverse connecting portion 44 connecting the portions 41 and 45.

The connecting portion 44 of each arm 4a and 4b is guided by a blade 3a or 3b. Indeed, the connecting portion 44 is mounted in a housing 340a or 340b of the corresponding blade 3a or 3b, which extends along an axis A34a or A34b. In the assembled configuration of the device 1, the axes A34a and A34b extend along a transverse, or even substantially transverse, direction depending upon the adjustment of the spacing of the braking arms 4a and 4b.

The housings 340a and 340b are sized to permit rotation of the arms 4a and 4b about the axes A34a and A34b, and transverse translation of the arms 4a and 4b in relation to the blades 3a and 3b, that is to say, translation along the direction of the axes A34a and A34b.

The drive portion 45 of each arm 4a and 4b is located between the side surfaces 13 of the ski 10, and the braking portion 41 projects partially outside of the ski 10, beyond the surface 13. The proximal end of the drive portion 45 of each arm 4a and 4b forms the proximal end 48 of the braking arm 4a or 4b and extends along a substantially transverse axis A48. Similarly, the distal end of the braking portion 41 of each arm 4a and 4b form the distal end 49 of the braking arm 4a or 4b. The axes A34a, A34b and A48 are substantially parallel.

The drive device 9 includes a support plate 91, the drive portions 45 of the braking arms 4a and 4b and a torsion spring 93. The support plate 91 cooperates with the proximal ends 48 of the arms 4a and 4b. Conventionally, the torsion spring 93 maintains the arms 4a and 4b in the braking position by default, with the arms 4a and 4b inclined in relation to the ski 10 and overlapping below the sole 12 to brake the ski 10, for example in the case of a fall when the skis are released.

When the user presses the heel of the boot on the support plate 91, a force is thereby exerted against the return force of the spring 93, thereby raising the arms 4a and 4b above the sole 12 of the ski 10 in the gliding position, with the arms 4a and 4b generally parallel to the ski 10. In the gliding position, the arms 4a and 4b are not adapted to be in contact with the snow.

To be able to switch from the gliding position, shown in FIG. 3, to the braking position, shown in FIG. 2, the arms 4a and 4b are rotationally movable in relation to the blades 3a and 3b about the axes A34a or A34b, respectively.

The drive device 9 incorporates a mechanism which, in the gliding position, makes it possible to bring the distal ends 49 of the braking portions 41 of the arms 4a and 4b above the ski 10, in the direction of the plane P. To enable the distal braking portions 41 to be moved above the ski 10 and towards the plane P, in the gliding position, the arms 4a and 4b are movable in transverse translation in relation to the blades 3a and 3b, along the direction of axis A34a or A34b.

For example, this mechanism is comprised of ramps, not shown in the drawings, which are provided on the underside of the support plate 91. The ramps guide the drive portions 45 of the arms 4a and 4b, so that the arms 4a and 4b come transversely closer to one another when the braking device 1 switches from the braking position to the gliding position.

To limit the transverse translation of the arms 4a and 4b outward of the ski 10, the spring 93 is structured and arranged to push the arms 4a and 4b against a stop formed by the blades 3a, 3b. The spring 93 is centered around the proximal ends 48 of the arms 4a and 4b. The spring 93 is arranged so as to exert a lateral force on the arms 4a and 4b in order to space them apart. Consequently, each arm 4a, 4b tends to move laterally outward of the ski 10 until its angled drive portion 45 is in contact with a portion of the corresponding blade 3a and 3b. This stop is located in the area of the housing 340a, 340b. For the immobilization to be effective, the blades 3a and 3b should also be immobilized.

Alternatively, the spring 93 is replaced by any suitable elastic mechanism for spacing the arms 4a and 4b apart. As explained in more detail below, an assembly element 7 makes it possible to rotationally immobilize the blades 3a and 3b in relation to the support 2, in order to adjust the spacing between the braking portions 41 of the arms 4a and 4b, that is to say, the transverse spacing of the arms 4a and 4b necessary to pass on either side of the longitudinal edges 13 of the ski.

This spacing can be expressed through various transverse distances D between specific portions of each arm, which are measured perpendicular to the plane P. The specific portion can be the proximal end 48 of a braking arm, the distal end 49 of a braking arm, the proximal end 411 of a braking portion 41 of an arm, or the point of the braking portion 41 of an arm that is the closest to the plane P when the arm is in the braking position. It should be noted that it is more appropriate to measure this spacing, that is to say, the transverse distance, in the area of the braking portions 41.

To illustrate this spacing in this example, the transverse distance D is measured perpendicular to the plane P, in the area of the proximal end 411 of the braking portions 41 of the arms 4a and 4b, that is to say, in the vicinity of the elbow connecting the braking portions 41 to the connecting portion 44. Indeed, it is in this area that the braking portions 41 risk colliding with the longitudinal side surfaces 13 of the ski 10, when the braking device 1 switches from the braking position to the gliding position. The braking portions 41 of the arms 4a and 4b are not rectilinear but move apart from the plane P between the proximal end and the distal end 49 of the braking portions 41. Therefore, the proper functioning of the braking device 1, with respect to the passage of the arms 4a and 4b above the ski 10 between the braking position and the gliding position, is dependent upon the dimensioning of the transverse distance D.

The blades 3a and 3b are flat and coplanar; in other words, they do not overlap one another but extend in the same plane parallel to the upper surface 11 and to the sole 12 of the ski 10. This reduces the vertical space requirement of the device 1.

A first end 38a or 38b of each blade 3a and 3b comprises a hinge hole 380a or 380b cooperating with a pin 20a or 20b projecting from the plate 2 and extending upward along a vertical direction, i.e., along a direction perpendicular to the upper surface 11 of the ski when the plate is fixed on the ski. The hinge hole 380a or 380b and the pin 20a or 20b jointly form the rotational articulation of the corresponding blade 3a or 3b with the plate 2 about the axes Z3a and Z3b, respectively. The axes of rotation Z3a and Z3b are located on both sides of the plane P and therefore are distinct, i.e., non-aligned. The axes Z3a and Z3b are perpendicular to the upper surface 11 of the ski 10, to the sole 12 of the ski 10, and to the plate 2. Thus, the axes Z3a and Z3b are parallel and separated by a non-zero distance. Alternatively, they can be inclined in relation to a direction perpendicular to the upper surface 11 of the ski 10, to the sole 12 of the ski 10, and to the plate 2. The pins 20a and 20b translationally immobilize the blades 3a and 3b in relation to the support 2, because they make a pivot connection by cooperating with the hinge holes 380a and 380b of the blades 3a and 3b. The assembly of the pin 20a or 20b in the associated hinge hole 380a or 380b can be carried out using conventional clip-on fasteners.

The end 39a or 39b of each blade 3a and 3b is opposite the end 38a or 38b and comprises a connecting element 34a or 34b defining an internal housing which is open downward. Each connecting element 34a or 34b constitutes a jumper which is manufactured at the same time as the blade 3a or 3b with which it is unitary, by bending and cutting a metal sheet. It is therefore unitary with the rest of the blades 3a and 3b. The open portion of the element 34a or 34b is closed by a detachable half-bearing 37a or 37b. The connecting element 34a or 34b and corresponding half-bearing 37a or 37b jointly form, in the area of each blade 3a and 3b, the housing 340a or 340b having a longitudinal axis A34a or A34b, adapted to guide the corresponding branch 4a or 4b in transverse translation and in rotation, as shown for the blade 3b and the arm 4b in FIG. 1.

The end 38b of the blade 3b comprises a tooth 35 extending in the plane of the blade 3b and transversely in the direction of the blade 3a. The tooth 35 has the geometry of a gear tooth.

The end 38a of the blade 3a comprises a notch 36 open towards the blade 3b. The notch 36 comprises a bottom and two lateral walls having a shape complementary to that of the lateral walls of the tooth 35, so as to form, with this tooth 35, an articulation that is similar to the meshing of two gears.

Thus, the blades 3a and 3b behave like two gears that are rotationally movable along the axes Z3a and Z3b, the tooth 35 constantly meshing with the notch 36. The tooth 35 abuts against the bottom of the notch 36. Regardless of the position of the assembly element 7, at least one of the lateral walls of the tooth 35 is in contact with the walls of the notch 36.

When the braking device 1 is assembled, the tooth 35 cooperates with the notch 36 so that a rotation of one of the blades 3a or 3b, in a first direction and about its axis of rotation Z3a or Z3b, causes the rotation of the other blade 3b or 3a in the opposite direction, about its axis of rotation Z3a or Z3b. This specific feature enables a fast and balanced adjustment of the spacing of the blades 3a and 3b, and therefore of the braking arms 4a and 4b. Indeed, the angular displacement of one blade 3a or 3b is thus automatically reflected on the other blade 3b or 3a, symmetrically in relation to the plane P.

The tooth 35 defines a transfer movement mechanism structured and arranged to cooperate with a complementary transfer movement mechanism formed by the notch 36. Alternative solutions are within the scope of the invention for transferring the movement of one blade 3a, 3b to the other blade 3b, 3a. For example, an embodiment can include two cylindrical portions in contact. The friction of one portion on the other enables transfer of the rotational movement of a blade.

To define the angular orientation of the blades 3a and 3b in relation to the plate 2, a longitudinal axis Y3a or Y3b, parallel to the upper surface 11 of the ski 10, is defined for each blade 3a and 3b. The axes Y3a and Y3b pass via the axis Z3a or Z3b, on the one hand, and via an axis Z34a or Z34b, on the other hand, which is parallel to the axis Z3a or Z3b and passes through the center of the housing 340a or 340b. The center of the housing 340a or 340b is considered in the middle of the housing 340a or 340b along the axis A34a or A34b.

An opening angle βa of the blade 3a is defined and located between the axis Y3a of the blade 3a and the plane P. Similarly, an opening angle βb of the blade 3b is defined and located between the axis Y3b of the blade 3b and the plane P.

Each blade 3a and 3b has a fixed angle α between its longitudinal axis Y3a or Y3b and the axis A34a or A34b of its connecting element 34a or 34b. The angle α is considered on the external lateral side of the ski 10 in relation to the axis Y3a or Y3b of the blade 3a or 3b, and on the side of the end 38a or 38b of the blade 3a or 3b, in relation to the axis A34a or A34b. The angle α is greater than 90°. The angle α is between 90° and 120°, in a particular embodiment, and between 95° and 105° in another.

Each blade 3a and 3b comprises three adjustment holes 31a, 32a, and 33a, and 31b, 32b, and 33b, respectively, provided over the length of the blade 3a or 3b, between the hinge hole 380a or 380b and the connecting element 34a or 34b. Each adjustment hole 31a, 32a, 33a, 31b, 32b, and 33b is oriented along a vertical direction, that is to say, along a direction perpendicular to the upper surface 11 of the ski, when the braking device is assembled on the ski. For each blade 3a or 3b, the hole 31a or 31b is the closest to the end 38a or 38b. The hole 33a or 33b is the closest to the end 39a or 39b, and the hole 32a or 32b is pierced between the holes 31a and 33a or between the holes 31b and 33b. As explained in more detail below, the adjustment holes 31a to 33a and 31b to 33b are provided to cooperate with the assembly element 7 so as to adjust the spacing of the arms 4a and 4b, perpendicular to the plane P.

Each blade 3a and 3b comprises three abutment surfaces 301a, 302a, and 303a, or 301b, 302b, and 303b, perpendicular to the axis A34a or A34b of its housing 340a or 340b. The abutment surfaces 301a, 302a, 301b, and 302b are formed by cutouts made in the blades 3a and 3b, and the abutment surfaces 303a and 303b are formed by a portion of the corresponding connecting element 34a or 34b.

The assembly element 7 comprises a T-shaped body 72, with a longitudinal arm 73 and a transverse arm 74. The body 72 is flat. In the assembled configuration of the device 1, the longitudinal arm 74 is parallel to the plane P, centered on the plane P and arranged beneath the strip 22.

The free ends of the transverse arm 74 are each equipped with a pin 75a or 75b adapted to cooperate with the adjustment holes 31a, 32a and 33a, 31b, 32b, 33b of the blades 3a and 3b. Each pin 75a or 75b projects from the assembly element 7 by extending upward along a vertical direction, that is to say, along a direction perpendicular to the upper surface 11 of the ski, when the braking device is assembled on the ski. The assembly of the pin 75a or 75b in an associated adjustment hole 31a, 32a, 33a or 31b, 32b, 33b can be achieved using conventional clip-on fasteners. The pins 75a, 75b form first mechanisms for indexing the angular position of the blades 3a and 3b in relation to the plate 2. The adjustment holes 31a, 32a, 33a, 31b, 32b, 33b form first complementary mechanisms for indexing the angular position of the blades 3a and 3b in relation to the plate 2.

Three position holding holes 76, 77, and 78 are provided along the longitudinal arm 73. Each position holding hole 76, 77, and 78 is oriented along a vertical direction, that is to say, along a direction perpendicular to the upper surface 11 of the ski, when the braking device is assembled on the ski. The hole 76 is the closest to the free end of the longitudinal arm 73 and the hole 78 is the closest to the transverse arm 74. The hole 77 is pierced between the holes 76 and 78. These retaining holes are provided to cooperate with the pin 23 of the plate 2. The assembly of the pin 23 in an associated position holding hole 76, 77, and 78 can be achieved using conventional clip-on fasteners. The pin 23 forms a second indexing mechanism. The position holding holes 76, 77, and 78 form second complementary indexing mechanisms.

The free end of the longitudinal arm 73 comprises two lateral extensions 79a and 79b extending perpendicular to the plane of the body 72. The free end of the lateral extensions 79a and 79b forms a lateral stop surface capable of cooperating with an abutment surface 301a, 302a, 303a, 301b, 302b, 303b. This contact between a lateral stop surface and an abutment surface improves the resistance of the device to lateral impacts and in particular contributes to retaining the pin 75a, 75b. Indeed, when an arm 4a, 4b is subject to a transverse impact toward the median portion of the ski 10, a transverse force resulting from the impact is transmitted to the corresponding blade 3a, 3b. In turn, the blade 3a or 3b transmits the transverse force in the area of the plate 2 via the assembly element 7. Without these lateral stop surfaces 79a and 79b, most of the transverse force would be transmitted in the area of the pin 75a, 75b, which would result in shearing it, and run the risk of breaking it. The presence of this contact makes it possible to distribute the force in two areas: in the area of the pin 75a, 75b and in the area of the contact between the lateral stop surface of the lateral extension 79a or 79b and the associated abutment surface 301a, 302a, 303a, 301b, 302b, 303b. The transverse force is then transmitted to the plate 2 via the pin 23.

In an alternative embodiment, there are no lateral extensions 79a and 79b. In this case, the lateral stop surfaces are defined directly by the edges of the longitudinal arm 73.

In FIGS. 2-7, the pallet 91, the spring 93 and the ski 10 are not shown.

In FIGS. 4 and 5, the device 1 is in a minimum spacing position of the arms 4a and 4b; in other words, the transverse distance D and the angles βa and βb are minimal.

In the minimum spacing position, the pins 75a and 75b of the assembly element 7 cooperate with the adjustment holes 31a and 31b of the blades 3a and 3b, respectively. The lateral extensions 79a and 79b of the assembly member 7 are in contact, or substantially in contact, with the abutment surfaces 301a and 301b of the blades 3a and 3b, a slight clearance or tightening being possible. The pin 23 of the plate 2 cooperates with the hole 76 of the longitudinal arm 73 of the assembly element 7, which helps to stabilize the angular position of the blades 3a and 3b in relation to the plate 2, especially when the device 1 is subject to vibrations or impacts.

In the minimum spacing position, D1 is the value of the transverse distance D, pal is the value of the angle βa, and βb1 is the value of the angle βb. In the minimum spacing position, the transverse distance D1 is equal to 80 mm. Due to the contact between the flanges 79a and 79b and the abutment surfaces 301a and 301b, the angles βa and βb are equal to one another. In the minimum spacing position, the angles βa1 and βb1 are equal to 7°.

In FIG. 6, the device 1 is shown in an intermediate spacing position.

In the intermediate spacing position, the pins 75a and 75b of the assembly element 7 cooperate with the adjustment holes 32a and 32b of the blades 3a and 3b, respectively. The lateral extensions 79a and 79b of the assembly element 7 are in contact, or substantially in contact, with the abutment surfaces 302a and 302b of the blades 3a and 3b, a slight clearance or tightening being possible. The pin 23 of the plate 2 cooperates with the hole 77 of the longitudinal arm 73 of the assembly element 7.

In the intermediate spacing position, D2 is the value of the transverse distance D, βa2 is the value of the angle βa, and βb2 is the value of the angle βb. In the intermediate spacing position, the transverse distance D2 is equal to 90 mm and the angles βa2 and βb2 are equal to 10°. The angles βa2, βb2 and the transverse distance D2 are greater than the angles βa1, βb1 and the transverse distance D1, respectively.

In FIG. 7, the device 1 is shown in a maximum spacing position.

In the maximum spacing position, the pins 75a and 75b of the assembly element 7 cooperate with the adjustment holes 33a and 33b of the blades 3a and 3b, respectively. The lateral extensions 79a and 79b of the assembly element 7 are in contact, or substantially in contact, with the abutment surfaces 303a and 303b of the blades 3a and 3b, a slight clearance or tightening being possible. The pin 23 of the plate 2 cooperates with the hole 78 of the longitudinal arm 73 of the assembly element 7.

In the maximum spacing position, D3 is the value of the transverse distance D, βa3 is the value of the angle βa, and βb3 is the value of the angle βb. In the maximum spacing position, the transverse distance D3 is equal to 100 mm and the angles βa3 and βb3 are equal to 14°. The angles βa3, βb3 and the transverse distance D3 are greater than the angles βa1, βb1, βa2, βb2 and the transverse distances D1 and D2, respectively.

The transverse distance D varies depending upon the angular position of the blades 3a and 3b around their respective axes of rotation Z3a and Z3b.

The design of the device 1 enables the use of arms 4a and 4b having standard dimensions, which do not need to be modified in order to adapt the device 1 to the width of the ski 10, on which the device 1 is mounted. Similarly, therefore, the drive device 9 does not need to be modified as a function of the width of the ski 10.

In an alternative embodiment, not shown, the arms 4a and 4b are bipartite. In other words, the braking portion 41 can be separate from the drive portion 45. This makes it possible to only replace the portion 41 or 45 of the damaged arm 4a or 4b, when broken. Moreover, the operator can dismount the braking portion from the arms 4a and 4b, which facilitates the waxing operation. Indeed, the arms 4a and 4b are relatively close to the sole 12 of the ski 10, which may hinder the operator wishing to wax the sole 12.

The values of the angles α, βa, βb and of the transverse distance D are given by way of example. Other values can be considered. For example, the angles βa, βb of the various configurations can be further reduced by modifying the arrangement of the components of the braking device 1. To this end, a solution might be to space the pins 20a, 20b apart, that is to say, to increase the center distance between Z3a and Z3b.

The increment between two spacing positions can be carried out so as to modify the transverse distance D by 10 mm between each spacing position.

Similarly, the progression of the angle βa or βb between two spacing positions can be on the order of 6°+/−1°.

Other indexing mechanisms are also within the scope of the invention for positioning the blades 3a and 3b, the assembly element 7 and the plate 2, with respect to one another. Such mechanisms could be use notches, screws, etc.

The assembly element 7 is optional, as the plate 2 can directly integrate mechanisms for positioning the blades 3a and 3b in various configurations.

In an alternative embodiment, the blades 3a and 3b do not have a rectilinear or elongated shape. In this case, the axes Y3a and Y3b are not longitudinal axes and are defined in the same fashion as the axes Y3a and Y3b described above. In other words, each axis Y3a and Y3b passes through the axis of rotation Z3a or Z3b and through the center of the housing 340a or 340b of the corresponding blade 3a or 3b.

In addition, within the scope of the invention, the technical characteristics of the alternative embodiments described can be combined, at least partially.

The invention relates also to a binding device, for binding a boot to a gliding board, or ski, incorporating a braking device, as defined above, and/or to a gliding board or a ski equipped with such a braking device. As examples of bindings and skis incorporating a braking device, reference is made to US 2001/0048213-A1 and US 2009/0033064-A1, the disclosures of both of which are hereby incorporated by reference thereto in their entireties. As shown and described therein, the braking device can be mounted onto the binding and the binding mounted on the gliding board.

The invention disclosed herein by way of exemplary embodiments suitably may be practiced in the absence of any element or structure which is not specifically disclosed herein.

Claims

1. A braking device for gliding board, comprising:

a plate adapted to be fixed on an upper surface of the gliding board;

two braking aims movable between a gliding position and a braking position;

two flanges each guiding a braking arm;

the two flanges being rotationally movable in relation to the plate about separate axes of rotation.

2. A braking device according to claim 1, wherein:

the axes of rotation of the flanges are substantially perpendicular to the upper surface of the gliding board in the assembled configuration of the braking device on the gliding board.

3. A braking device according to claim 1, further comprising:

a removable assembly element structured and arranged to rotationally lock the two flanges in relation to the plate in at least one assembly position.

4. A braking device according to claim 1, wherein:

the braking arms are guided by the flanges, so that a transverse distance between the arms in the braking position, measured perpendicular to a longitudinal median plane of the braking device, varies depending upon the angular position of the flanges around their respective axes of rotation.

5. A braking device according to claim 1, wherein:

the flanges are coplanar blades.

6. A braking device according to claim 3, wherein:

the assembly element comprises at least two first indexing mechanisms structured and arranged to cooperate respectively with at least one first complementary indexing mechanism arranged on each flange when the braking device is in the assembled configuration.

7. A braking device according to claim 3, wherein:

the assembly element comprises at least one second indexing mechanism structured and arranged to cooperate with at least one second complementary indexing means arranged on the plate when the braking device is in the assembled configuration.

8. A braking device according to claim 1, wherein:

a first flange of the two flanges comprises a movement transfer mechanism;

a second flange of the two flanges comprises a complementary movement transfer mechanism;

the movement transfer mechanism cooperates with the complementary movement transfer mechanism when the braking device is assembled, so that rotation in a direction of the first flange about a respective axis of rotation causes rotation in an opposite direction of the second flange about a respective axis of rotation.

9. A braking device according to claim 3, wherein:

the assembly element comprises at least two lateral stop surfaces arranged on respective ones of both sides of a center line;

each of the two flanges comprises at least one abutment surface arranged to be opposite a lateral stop surface in at least one assembly position of the assembly element.

10. A braking device according to claim 1, wherein:

in an assembly position of the assembly element, a lateral stop surface and an abutment surface of a corresponding flange are generally in contact.

11. An assembly comprising:

a binding for binding a boot to a gliding board;

a braking device for the gliding board, the braking device comprising: a plate adapted to be fixed on an upper surface of the gliding board; two braking arms movable between a gliding position and a braking position; two flanges each guiding a braking arm; the two flanges being rotationally movable in relation to the plate about separate axes of rotation.

12. An assembly comprising:

a gliding board;

a braking device for the gliding board, the braking device comprising: a plate adapted to be fixed on an upper surface of the gliding board; two braking arms movable between a gliding position and a braking position; two flanges each guiding a braking arm; the two flanges being rotationally movable in relation to the plate about separate axes of rotation.

13. An assembly according to claim 12, further comprising:

a binding for binding a boot to the gliding board.